Aircraft cargo handling system architecture

ABSTRACT

A cargo handling system includes a conveyance surface; a first power drive unit having a first drive roller; a first restraint device; one or more sensors configured to provide positional data corresponding to a current location of a unit load device on the conveyance surface; a first power drive unit controller configured for communication with the one or more sensors, the first power drive unit configured to selectively activate and deactivate the first drive roller and the first restraint device based on the positional data and a second power drive unit and a second power drive unit controller configured for communication with the sensor, the second power drive unit controller configured to selectively activate and deactivate a second drive roller based on the positional data.

FIELD

The present disclosure relates generally to cargo handling systems and,more particularly, to power drive units and control systems used totransport cargo in cargo handling systems.

BACKGROUND

Cargo handling systems for aircraft typically include various tracks androllers disposed on a cargo deck that spans the length of a cargocompartment. Cargo may be loaded from an entrance of the aircraft andtransported by the cargo system to forward or aft locations, dependingupon the configuration of the aircraft. Cargo handling systems, such as,for example, those used on aircraft for transport of heavy containerizedcargo or pallets, also referred to herein as unit load devices (ULDs),typically include roller trays containing transport rollers that supportand transport the containerized cargo or pallets. Motor driven rollersare typically employed in these systems. In certain aircraft, aplurality of motor driven power drive units (PDUs) is used to propel thecontainers or pallets within the cargo compartment. This configurationfacilitates transportation of the containers or pallets within the cargocompartment by one or more operators or agent-based systems controllingoperation of the PDUs.

SUMMARY

A cargo handling system is disclosed. In various embodiments, the cargohandling system includes a conveyance surface; a first power drive unithaving a first drive roller; a first restraint device; one or moresensors configured to provide positional data corresponding to a currentlocation of a unit load device on the conveyance surface; and a firstpower drive unit agent configured for communication with the one or moresensors, the first power drive unit agent configured to selectivelyactivate and deactivate the first drive roller and the first restraintdevice based on the positional data.

In various embodiments, a second power drive unit is includes and asecond power drive unit agent is configured for communication with theone or more sensors, the second power drive unit agent being configuredto selectively activate and deactivate a second drive roller based onthe positional data. In various embodiments, a second restraint deviceis included and the second power drive unit agent is configured toselectively activate and deactivate the second drive roller and thesecond restraint device based on the positional data.

In various embodiments, a wireless network is configured to connect awireless mobile operator interface device to the first power drive unitagent. In various embodiments, a second power drive unit is includes anda second power drive unit agent is configured for communication with theone or more sensors and with the wireless mobile operator interfacedevice. In various embodiments, the wireless network comprises awireless relay configured to connect the wireless mobile operatorinterface device and the first power drive unit agent and the secondpower drive unit agent. In various embodiments, at least one of a powerline communication bus and a controller area network bus is configuredto connect the wireless relay to the first power drive unit agent andthe second power drive unit agent.

In various embodiments, an alternating-to-direct current conversionmodule is configured to provide a first source of direct current to thefirst power drive unit agent and the second power drive unit agent. Invarious embodiments, the alternating-to-direct current conversion moduleis configured to provide a second source of direct current to a wirelessnetwork.

In various embodiments, a power and communication interface isconfigured to receive maintenance data from the first power drive unitagent and the second power drive unit agent. In various embodiments, thepower and communication interface is configured to receive themaintenance data and a source of alternating current over a combinedpower and data bus. In various embodiments, a wireless network isconfigured to connect a wireless mobile operator interface device to thefirst power drive unit agent and to the second power drive unit agent.

A method for storing and restraining cargo is disclosed. In variousembodiments, the method includes the steps of generating a first goallocation to store and restrain a first cargo; transmitting the firstgoal location to a plurality of power drive unit agents associated witha plurality of power drive units; transmitting sensor data regarding acurrent location of the first cargo to the plurality of power drive unitagents; activating by one or more of the plurality of power drive unitagents a first drive roller associated with a first one of the pluralityof power drive units to move the first cargo toward the first goallocation; sequentially activating subsequent drive rollers associatedwith subsequent ones of the plurality of power drive units to move thefirst cargo to the first goal location; and activating by one or more ofthe plurality of power drive unit agents a first restraint device torestrain the first cargo to the first goal location.

In various embodiments, the method further includes generating a secondgoal location to store and restrain a second cargo; transmitting thesecond goal location to the plurality of power drive unit agents;activating by one or more of the plurality of power drive unit agents afirst drive roller associated with a first one of the plurality of powerdrive units to move the second cargo toward the second goal location;sequentially activating drive rollers associated with the plurality ofpower drive units to move the second cargo to the second goal location;and activating by one or more of the plurality of power drive unitagents a second restraint device to restrain the second cargo to thesecond goal location. In various embodiments, the step of transmittingthe first goal location to the plurality of power drive unit agentsassociated with the plurality of power drive units includes a wirelessnetwork configured to connect a wireless mobile operator interfacedevice and the plurality of power drive unit agents.

A system for storing and restraining cargo on a cargo deck is disclosed.In various embodiments, the system includes a conveyance surfacepositioned proximate the cargo deck; a plurality of power drive units,each having associated therewith a drive roller; a plurality ofrestraint devices; one or more sensors configured to provide positionaldata corresponding to a current location of a unit load device on theconveyance surface; and a plurality of power drive unit agentsconfigured for communication with the one or more sensors, the pluralityof power drive unit agents configured to selectively activate anddeactivate the drive roller associated with each of the plurality ofpower drive units and the plurality of restraint devices based on thepositional data.

In various embodiments, a wireless network is configured to connect awireless mobile operator interface device to the plurality of powerdrive unit agents. In various embodiments, the wireless networkcomprises a wireless relay configured to connect the wireless mobileoperator interface device and the plurality of power drive unit agentsvia at least one of a power line communication bus and a controller areanetwork bus.

In various embodiments, an alternating-to-direct current conversionmodule is configured to provide a first source of direct current to theplurality of power drive unit agents and a second source of directcurrent to the wireless network. In various embodiments, a power andcommunication interface is configured to receive maintenance data fromthe plurality of power drive unit agents and a source of alternatingcurrent over a combined power and data bus.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the following detailed description andclaims in connection with the following drawings. While the drawingsillustrate various embodiments employing the principles describedherein, the drawings do not limit the scope of the claims.

FIG. 1A illustrates a schematic view of an aircraft being loaded withcargo, in accordance with various embodiments;

FIG. 1B illustrates a portion of a cargo handling system, in accordancewith various embodiments;

FIG. 2 illustrates a portion of a cargo handling system, in accordancewith various embodiments;

FIGS. 3A and 3B illustrate a schematic view of a cargo deck having acargo handling system with a plurality of PDUs, in accordance withvarious embodiments;

FIG. 4 illustrates an agent-based control system for controlling a cargohandling system, in accordance with various embodiments; and

FIG. 5 illustrates a method describing control and operation of anagent-based control system in accordance with various embodiments.

DETAILED DESCRIPTION

The following detailed description of various embodiments herein makesreference to the accompanying drawings, which show various embodimentsby way of illustration. While these various embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that changes may be made without departing from the scopeof the disclosure. Thus, the detailed description herein is presentedfor purposes of illustration only and not of limitation. Furthermore,any reference to singular includes plural embodiments, and any referenceto more than one component or step may include a singular embodiment orstep. Also, any reference to attached, fixed, connected, or the like mayinclude permanent, removable, temporary, partial, full or any otherpossible attachment option. Additionally, any reference to withoutcontact (or similar phrases) may also include reduced contact or minimalcontact. It should also be understood that unless specifically statedotherwise, references to “a,” “an” or “the” may include one or more thanone and that reference to an item in the singular may also include theitem in the plural. Further, all ranges may include upper and lowervalues and all ranges and ratio limits disclosed herein may be combined.

With reference to FIG. 1A, a schematic view of an aircraft 10 having acargo deck 12 located within a cargo compartment 14 is illustrated, inaccordance with various embodiments. The aircraft 10 may comprise acargo load door 16 located, for example, at one side of a fuselagestructure of the aircraft 10. A unit load device (ULD) 20, in the formof a container or pallet, for example, may be loaded through the cargoload door 16 and onto the cargo deck 12 of the aircraft 10 or,conversely, unloaded from the cargo deck 12 of the aircraft 10. Ingeneral, ULDs are available in various sizes and capacities, and aretypically standardized in dimension and shape. Once loaded with itemsdestined for shipment, the ULD 20 is transferred to the aircraft 10 andthen loaded onto the aircraft 10 through the cargo load door 16 using aconveyor ramp, scissor lift or the like. Once inside the aircraft 10,the ULD 20 is moved within the cargo compartment 14 to a final stowedposition. Multiple ULDs may be brought on-board the aircraft 10, witheach ULD 20 being placed in a respective stowed position on the cargodeck 12. After the aircraft 10 has reached its destination, each ULD 20is unloaded from the aircraft 10 in similar fashion, but in reversesequence to the loading procedure. To facilitate movement of the ULD 20along the cargo deck 12, the aircraft 10 may include a cargo handlingsystem as described herein in accordance with various embodiments.

Referring now to FIG. 1B, a portion of a cargo handling system 100 isillustrated, in accordance with various embodiments. The cargo handlingsystem 100 is illustrated with reference to an XYZ coordinate system,with the X-direction extending longitudinally and the Z-directionextending vertically with respect to an aircraft in which the cargohandling system 100 is positioned, such as, for example, the aircraft 10described above with reference to FIG. 1A. In various embodiments, thecargo handling system 100 may define a conveyance surface 102 having aplurality of trays 104 supported by a cargo deck 112, such as, forexample, the cargo deck 12 described above with reference to FIG. 1A.The plurality of trays 104 may be configured to support a unit loaddevice (ULD) 120 (or a plurality of ULDs), such as, for example, theunit load device (ULD) 20 described above with reference to FIG. 1A. Invarious embodiments, the ULD 120 may comprise a container or a palletconfigured to hold cargo as described above. In various embodiments, theplurality of trays 104 is disposed throughout the cargo deck 112 and maysupport a plurality of conveyance rollers 106, where one or more or allof the plurality of conveyance rollers 106 is a passive roller.

In various embodiments, the plurality of trays 104 may further support aplurality of power drive units (PDUs) 110, each of which may include oneor more drive rollers 108 that may be actively powered by a motor. Invarious embodiments, one or more of the plurality of trays 104 ispositioned longitudinally along the cargo deck 112 e.g., along theX-direction extending from the forward end to the aft end of theaircraft. In various embodiments, the plurality of conveyance rollers106 and the one or more drive rollers 108 may be configured tofacilitate transport of the ULD 120 in the forward and the aftdirections along the conveyance surface 102. During loading andunloading, the ULD 120 may variously contact the one or more driverollers 108 to provide a motive force for transporting the ULD 120 alongthe conveyance surface 102. Each of the plurality of PDUs 110 mayinclude an actuator, such as, for example, an electrically operatedmotor, configured to drive the one or more drive rollers 108corresponding with each such PDU 110. In various embodiments, the one ormore drive rollers 108 may be raised from a lowered position beneath theconveyance surface 102 to an elevated position above the conveyancesurface 102 by the corresponding PDU. As used with respect to cargohandling system 100, the term “beneath” may refer to the negativeZ-direction, and the term “above” may refer to the positive Z-directionwith respect to the conveyance surface 102. In the elevated position,the one or more drive rollers 108 variously contact and drive the ULD120 that otherwise rides on the plurality of conveyance rollers 106.Other types of PDUs, which can also be used in various embodiments ofthe present disclosure, may include a drive roller that is held orbiased in a position above the conveyance surface by a spring. PDUs asdisclosed herein may be any type of electrically powered rollers thatmay be selectively energized to propel or drive the ULD 120 in a desireddirection over the cargo deck 112 of the aircraft. The plurality oftrays 104 may further support a plurality of restraint devices 114. Invarious embodiments, each of the plurality of restraint devices 114 maybe configured to rotate downward as the ULD 120 passes over and alongthe conveyance surface 102. Once the ULD 120 passes over any such one ofthe plurality of restraint devices 114, such restraint device returns toits upright position, either by a motor driven actuator or a biasmember, thereby restraining or preventing the ULD 120 from translatingin the opposite direction.

In various embodiments, the cargo handling system 100 may include asystem controller 130 in communication with each of the plurality ofPDUs 110 via a plurality of channels 132. Each of the plurality ofchannels 132 may be a data bus, such as, for example, a controller areanetwork (CAN) bus. An operator may selectively control operation of theplurality of PDUs 110 using the system controller 130. In variousembodiments, the system controller 130 may be configured to selectivelyactivate or deactivate the plurality of PDUs 110. Thus, the cargohandling system 100 may receive operator input through the systemcontroller 130 to control the plurality of PDUs 110 in order tomanipulate movement of the ULD 120 over the conveyance surface 102 andinto a desired position on the cargo deck 112. In various embodiments,the system controller 130 may include a general purpose processor, adigital signal processor (DSP), an application specific integratedcircuit (ASIC), a field programmable gate array (FPGA) or some otherprogrammable logic device, discrete gate or transistor logic, discretehardware components, or any combination thereof. The cargo handlingsystem 100 may also include a power source 126 configured to supplypower to the plurality of PDUs 110 or to the plurality of restraintdevices 114 via one or more power busses 128. As described below, invarious embodiments, the system controller 130 may be complimented by orsubstituted with an agent-based control system, whereby control of eachPDU and associated componentry—e.g., the restraint devices—is performedby individual unit controllers associated with each of the PDUs andconfigured to communicate between each other.

Referring now to FIG. 2, a PDU 210, such as for example, one of theplurality of PDUs 110 described above with reference to FIG. 1B, isillustrated disposed in a tray 204, in accordance with variousembodiments. The PDU 210 may rotate the drive roller 208 in one of twopossible directions (e.g., clockwise or counterclockwise) to propel theULD in a direction parallel to the longitudinal axis B-B′ of the tray204. The PDU 210 may comprise a unit controller 240, a unit motor 242, aconveyance roller 206 and a drive roller 208 mounted within an interiorsection 205 of the tray 204. The drive roller 208 may comprise acylindrical wheel coupled to a drive shaft and configured to rotateabout an axis A-A′. The drive roller 208 may be in mechanicalcommunication with the unit motor 242, which may be, for example, anelectromagnetic, electromechanical or electrohydraulic actuator or otherservomechanism. The PDU 210 may further include gear assemblies andother related components for turning or raising the drive roller 208 sothat the drive roller 208 may extend, at least partially, above aconveyance surface 202 which, in various embodiments, may be defined asthe uppermost surface 203 of the tray 204. At least partial extension ofthe drive roller 208 above the conveyance surface 202 facilitatescontact between the drive roller 208 and a lower surface of a ULD, suchas, for example, the ULD 120 described above with reference to FIG. 1B.In various embodiments, the unit controller 240 is configured to controloperation of the drive roller 208. The unit controller 240 may include aprocessor and a tangible, non-transitory memory. The processor maycomprise one or more logic modules that implement logic to controlrotation and elevation of the drive roller 208. In various embodiments,the PDU 210 may comprise other electrical devices to implement drivelogic. In various embodiments, a connector 244 is used to couple theelectronics of the PDU 210 to a power source and a system controller,such as, for example, the system controller 130 described above withreference to FIG. 1B. The connector 244 may have pins or slots and maybe configured to couple to a wiring harness having pin programing. Theunit controller 240 may be configured to receive commands from thesystem controller through the connector 244 in order to controloperation of the unit motor 242.

In addition, a restraint device 214, such as, for example, one of theplurality of restraint devices 114 described above with reference toFIG. 1B, is illustrated as disposed within the tray 204 and configuredto operate between a stowed position, whereby the ULD may pass over therestraint device, and a deployed position (as illustrated), whereby theULD is restrained or prevented from translation in a longitudinaldirection (e.g., along a longitudinal axis B-B′) without the restraintdevice 214 first being returned to the stowed position. The restraintdevice 214 includes a restraint controller 215 and a restraint motor217. In various embodiments, the restraint device 214 may be inmechanical communication with the restraint motor 217, which may be, forexample, an electromagnetic, electromechanical or electrohydraulicactuator or other servomechanism. In various embodiments, the restraintcontroller 215 is configured to control operation of the restraintdevice 214. The restraint controller 215 may include a processor and atangible, non-transitory memory. The processor may comprise one or morelogic modules that implement logic to control operation of the restraintdevice 214 between the stowed and the deployed positions.

In various embodiments, the PDU 210 may also include a radio frequencyidentification device or RFID device 246, or similar device, configuredto store, transmit or receive information or data—e.g., operationalstatus or location data. Additionally, a ULD sensor 219 may be disposedwithin the tray 204 and configured to detect the presence of a ULD asthe ULD is positioned over or proximate to the PDU 210 or the restraintdevice 214. In various embodiments, the ULD sensor 219 may include anytype of sensor capable of detecting the presence of a ULD. For example,in various embodiments, the ULD sensor 219 may comprise a proximitysensor, a capacitive sensor, a capacitive displacement sensor, a Dopplereffect sensor, an eddy-current sensor, a laser rangefinder sensor, amagnetic sensor, an active or passive optical sensor, an active orpassive thermal sensor, a photocell sensor, a radar sensor, a sonarsensor, a lidar sensor, an ultrasonic sensor or the like.

Referring now to FIG. 3A, a schematic view of a cargo handling system300 positioned on a cargo deck 312 of an aircraft is illustrated, inaccordance with various embodiments. The cargo deck 312 may comprise aplurality of PDUs 310, generally arranged in a matrix configurationabout the cargo deck 312. Associated with each of the plurality of PDUs310 may be one or more drive rollers 308 and a restraint device 314. Invarious embodiments, the plurality of PDUs 310, the one or more driverollers 308 and the restraint device 314 share similar characteristicsand modes of operation as the PDU 210, drive roller 208 and restraintdevice 214 described above with reference to FIG. 2. Each of the one ormore drive rollers 308 is generally configured to selectively protrudefrom a conveyance surface 302 of the cargo deck 312 in order to engagewith a surface of a ULD 320 as it is guided onto and over the conveyancesurface 302 during loading and unloading operations. A plurality ofconveyance rollers 306 may be arranged among the plurality of PDUs 310in a matrix configuration as well. The plurality of conveyance rollers306 may comprise passive elements, and may include roller ball units 351that serve as stabilizing and guiding apparatus for the ULD 320 as it isconveyed over the conveyance surface 302 by the plurality of PDUs 310.

In various embodiments, the cargo handling system 300 or, moreparticularly, the conveyance surface 302, is divided into a plurality ofsections. As illustrated, for example, the conveyance surface 302 mayinclude a port-side track and a starboard-side track along which aplurality of ULDs may be stowed in parallel columns during flight.Further, the conveyance surface 302 may be divided into an aft sectionand a forward section. Thus, the port-side and starboard-side tracks, invarious embodiments and as illustrated, may be divided into foursections—e.g., a forward port-side section 350, a forward starboard-sidesection 352, an aft port-side section 354 and an aft starboard-sidesection 356. The conveyance surface 302 may also have a lateral section358, which may be used to transport the ULD 320 onto and off of theconveyance surface 302 as well as transfer the ULD 320 between theport-side and starboard-side tracks and between the aft section and theforward section. The configurations described above and illustrated inFIG. 3 are exemplary only and may be varied depending on the context,including the numbers of the various components used to convey the ULD320 over the conveyance surface 302. In various embodiments, forexample, configurations having three or more track configurations,rather than the two-track configuration illustrated in FIG. 3, may beemployed.

Each of the aforementioned sections—i.e., the forward port-side section350, the forward starboard-side section 352, the aft port-side section354 and the aft starboard-side section 356—may include one or more ofthe plurality of PDUs 310. Each one of the plurality of PDUs 310 has aphysical location on the conveyance surface 302 that corresponds to alogical address within the cargo handling system 300. For purposes ofillustration, the forward port-side section 350 is shown having a firstPDU 310-1, a second PDU 310-2, a third PDU 310-3, a fourth PDU 310-4, afifth PDU 310-5 and an N-th PDU 310-N. The aforementioned individualPDUs are located, respectively, at a first location 313-1, a secondlocation 313-2, a third location 313-3, a fourth location 313-4, a fifthlocation 313-5 and an N-th location 303-N. In various embodiments, thelocation of each of the aforementioned individual PDUs on the conveyancesurface 302 may have a unique location (or address) identifier, which,in various embodiments, may be stored in an RFID device, such as, forexample, the RFID device 246 described above with reference to FIG. 2.

In various embodiments, an operator may control operation of theplurality of PDUs 310 using one or more control interfaces of a systemcontroller 330, such as, for example, the system controller 130described above with reference to FIG. 1B. For example, an operator mayselectively control the operation of the plurality of PDUs 310 throughan interface, such as, for example, a master control panel (MCP) 331. Invarious embodiments, the cargo handling system 300 may also include oneor more local control panels (LCP) 334. In various embodiments, themaster control panel 331 may communicate with the local control panels334. The master control panel 331 or the local control panels 334 mayalso be configured to communicate with or send or receive controlsignals or command signals to or from each of the plurality of PDUs 310or to a subset of the plurality of PDUs 310, such as, for example, theaforementioned individual PDUs described above with reference to theforward port-side section 350. For example, a first local control panelLCP-1 may be configured to communicate with the PDUs residing in theforward port-side section 350, a second local control panel LCP-2 may beconfigured to communicate with the PDUs residing in the forwardstarboard-side section 352, and one or more additional local controlpanels LCP-1 may be in communication with the PDUs of one or more of theaft port-side section 354, the aft starboard-side section 356 and thelateral section 358. Thus, the master control panel 331 or local controlpanels 334 may be configured to allow an operator to selectively engageor activate one or more of the plurality of PDUs 310 to propel the ULD320 along conveyance surface 302.

In various embodiments, each of the plurality of PDUs 310 may beconfigured to receive a command from the master control panel 331 or oneor more of the local control panels 334. In various embodiments, thecommands may be sent or information exchanged over a channel 332, whichmay provide a communication link between the system controller 330 andeach of the plurality of PDUs 310. In various embodiments, a commandsignal sent from the system controller 330 may include one or morelogical addresses, each of which may correspond to a physical address ofone of the plurality of PDUs 310. Each of the plurality of PDUs 310 thatreceives the command signal may determine if the command signal isintended for that particular PDU by comparing its own address to theaddress included in the command signal.

With reference to FIG. 3B, a schematic view of a portion of the cargohandling system 300 and the cargo deck 312 is shown in accordance withvarious embodiments. By way of non-limiting example, the systemcontroller 330 is configured to send a command signal through thechannel 332 to at least the first PDU 310-1 and the second PDU 310-2 ofthe forward port-side section 350. The command signal may, for example,comprise an instruction to activate or deactivate a first motor 342-1associated with the first PDU 310-1 or a second motor 342-2 associatedwith the second PDU 310-2. The command signal may also comprise a firstaddress that corresponds to the first location 313-1 or a second addressthat corresponds to the second location 313-2. A first unit controller340-1 of the first PDU 310-1 may receive the command signal through afirst connector 344-1 and a second unit controller 340-2 of the secondPDU 310-2 may receive the command signal through a second connector344-2. Following receipt of the signal, the first unit controller 340-1and the second unit controller 340-2 may determine whether the commandis intended to affect operation of the first PDU 310-1 or the second PDU310-2, respectively, by comparing a location address contained withinthe signal to a known address associated with the respective PDUs. Invarious embodiments, the first address associated with the first PDU310-1 may be stored in a first RFID device 346-1 and the second addressassociated with the second PDU 310-2 may be stored in a second RFIDdevice 346-2. Additionally, a ULD sensor, such as, for example, the ULDsensor 219 described above with reference to FIG. 2 may be disposedproximate each PDU and configured to detect the presence of a ULD as theULD is positioned over or proximate to the PDU. Accordingly, a first ULDsensor 319-1 may be disposed proximate or within the first PDU 310-1 anda second ULD sensor 319-2 may be disposed proximate or within the secondPDU 310-2.

Turning now to FIG. 4, a schematic diagram of an agent-based controlsystem 400 is illustrated, in accordance with the various embodiments.Agent-based, as used herein, indicates that each of a plurality of PDUsincludes logic for self-control based on various status indicatorsconcerning the states of surrounding PDUs and the locations of one ormore ULDs. As described below, the agent-based control system 400 may beemployed to control the loading and unloading of a ULD (e.g., the ULD320 described above with reference to FIG. 3A) by selectively powering aplurality of PDUs 410 (e.g., the plurality of PDUs 310 described abovewith reference to FIG. 3A).

In various embodiments, the agent-based control system 400 includes aplurality of PDUs 402, such as, for example, the plurality of PDUs 310described above with reference to FIG. 3A. In various embodiments, theplurality of PDUs 402 may be arranged in a first section 450 and asecond section 452, such as, for example, the forward port-side section350 and the forward starboard-side section 352, respectively, describedabove with reference to FIG. 3A. In various embodiments, each PDUcomprising the first section 450 includes a PDU Agent. For example, afirst PDU 410-1 of the first section 450 includes PDU Agent N1₁ and ani-th PDU 410-i of the first section 450 includes PDU Agent N1_(i).Similarly, in the second section 452, a first PDU 411-1 includes PDUAgent N2₁ and an i-th PDU 411-i includes PDU Agent N2_(i). Also includedin the first section 450 and the second section 452 is a series ofpowered latches. For example, a first powered latch 412-1 (Powered LatchN1_(i)) and a j-th powered latch 412-j (Powered Latch N1_(j)) arearranged in the first section 450 and a first powered latch 413-1(Powered Latch N2₁) and a j-th powered latch 413-j (Powered Latch N2₂)are arranged in the second section 452. In various embodiments, apowered latch is positioned between each pair of adjacent PDUs.

The agent-based control system 400 may further include an aircraft powerand communication interface 460. In various embodiments, the aircraftpower and communication interface 460 includes an AC/DC Conversionmodule 462, a GUI Interface Server module 464 and a Wireless Relaymodule 466. The agent-based control system 400 is powered by a powermodule 468 which, in various embodiments, may comprise a 115V AC powersource that may be supplied by the aircraft (e.g., from an auxiliarypower unit) or from a source external to the aircraft. The agent-basedcontrol system 400 may further include circuit breakers 469, a proximitysensor data module 470 and an aircraft maintenance communication module471. In various embodiments, the circuit breakers 469 serve to protectthe agent-based control system 400 from power surges. The proximitysensor data module 470 is configured to receive sensor data concerningthe current state of each of the plurality of PDUs 410 distributed, forexample, throughout the first section 450 and the second section 452.The sensor data may, in various embodiments, be transmitted to theaircraft maintenance communication module 471 and then analyzed todetermine whether maintenance is required for any of the plurality ofPDUs 410. In various embodiments, power from the power module 468 (orcircuit breakers 469) and data from the proximity sensor data module 470and the aircraft maintenance communication module 471 may be provided tothe aircraft power and communication interface 460 through a singleaircraft connection 472 (e.g., an electrical plug) that combines a powerbus 473-1, a proximity sensor data bus 473-2 and an aircraft maintenancecommunication bus 473-3 into a combined power and data bus 473-4.

The agent-based control system 400 may further include direct currentsupply interfaces, such as, for example, a high-power DC supplyinterface 474 and a low-power DC supply interface 475. In variousembodiments, the high-power DC supply interface 474 is configured toprovide a 270V DC power supply directly to each one of the plurality ofPDUs 410 and the low-power DC supply interface 475 is configured toprovide a 28V DC power supply to a wireless network 476. In variousembodiments, each of the PDU Agents is powered by a 12V DC supplyprovided by their associated PDU following conversion of the 270V DCpower supply to the 12V DC power supply. In various embodiments, thewireless network 476 provides a communication network between the PDUAgents within the plurality of PDUs 410 and one or more operatorinterface devices, such as, for example, a Wireless Mobile OperatorInterface Device (WMOID) 477. In various embodiments, the WMOID 477comprises a hand-held communication device, such as, for example, asmartphone or tablet device configured to communicate with the PDUAgents over the wireless network 476 through one or more wireless links478. In various embodiments, one or more wireless relays 479 provide aninterface between the WMOID 477 the various PDU Agents through a powerline communication bus 480 or a controller area network bus 481. Ajoystick 482 which, in various embodiments, may be permanently affixedto the aircraft, may provide an optional operator interface to thewireless network 476.

Referring still to FIG. 4, operation of the agent-based control system400 may be described, in accordance with various embodiments. Anoperator enters a “goal” using, for example, the WMOID 477. In variousembodiments, the goal includes information concerning the location wherea particular ULD is to be positioned. The goal is output from the WMOID477 onto the wireless network 476, received by one or more of thewireless relays 479 and provided to the various PDU Agents via the powerline communication bus 480 or the controller area network bus 481. Inone non-limiting example, the goal may provide instructions to transporta ULD from a first location corresponding to the first PDU 410-1 of thefirst section 450 to an i-th location corresponding to the i-th PDU410-i of the first section 450. In so doing, a series of sensors,including a first sensor 419-1, associated with the first PDU 410-1, andan i-th sensor 419-i, associated with the i-th PDU 410-i, locate thecurrent position of the ULD. In various embodiments, one or more of theseries of sensors may comprise the ULD sensor 219 described above withreference to FIG. 2, though other sensors may be employed. If the seriesof sensors confirm the current position is the first locationcorresponding to the first PDU 410-1, then the logic within each of thePDU Agents in the first section 450 are employed to activate a firstdrive roller (e.g., the drive roller 208 described above with referenceto FIG. 2) associated with the first PDU 410-1 and deactivate the otherdrive rollers in the first section 450. As the first drive rollertransports the ULD in the direction of the ith PDU 410-i, the ULD willeventually disengage with the first drive roller and engage with asecond drive roller associated with a second PDU in the first section450. At that point, a second sensor associated with the second PDU willdetect the presence of the ULD, causing a second PDU Agent to activatethe second drive roller and the PDU Agents associated with the remainingPDUs to deactivate the associated drive rollers.

Consistent with the above operational description, the ULD willeventually arrive at the i-th location corresponding to the i-th PDU410-i of the first section 450. An i-th drive roller then transports theULD to an i-th restraint device (e.g., the restraint device 214described above with reference to FIG. 2). The i-th sensor will thendetect contact or sufficient proximity between the ULD and the i-threstraint device and then activate the i-th restraint device in order torestrain the ULD in the desired position. In various embodiments, theoperation then continues with subsequent ULDs being transported from thefirst location corresponding to the first PDU 410-1 to the desiredlocation specified in the goal and, upon arrival at the desiredlocation, activation of the appropriate restraint device. While theforegoing describes sequential loading and restraining of a plurality ofULDs into the first section 450, un-restraining and unloading of theplurality of ULDs proceeds in a similar operation, excepting in reverseorder.

Referring now to FIG. 5, a method 500 describing operation of anagent-based control system, such as, for example, the agent-basedcontrol system 400 described above with reference to FIG. 4 isdescribed. In a first step 502, an operator provides a goal to the agentbased control system using, for example, a wireless mobile operatorinterface device. The goal includes a goal location to store andrestrain a ULD. In a second step 504, the goal is transmitted over awireless network and received by a wireless relay. In a third step 506,the goal is provided to a plurality of PDU Agents associated with aplurality of PDUs via a power line communication bus or a controllerarea network bus, such as, for example, the power line communication bus480 or the controller area network bus 481 described above withreference to FIG. 4. In a fourth step 508, sensor data regarding thecurrent location of the ULD is provided to the plurality of PDU Agents.In a fifth step 510, the plurality of PDU Agents is employed to activatea drive roller associated with the current location of the ULD and todeactivate the drive rollers corresponding to all other PDUs. In a sixthstep 512, the ULD is sequentially transported over the plurality of PDUsto the goal location via the PDU Agents activating and deactivatingdrive rollers associated with the plurality of PDUs in response tolocational information provided by the sensor data. In a sixth step 514,upon arrival at the goal location, the PDU Agents are employed toactivate a restraint device to restrain the ULD from further movement.Finally, in a seventh step 516, subsequent goal locations are providedin order to transport and restrain additional ULDs to such goallocations.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure. The scope of the disclosure is accordinglyto be limited by nothing other than the appended claims, in whichreference to an element in the singular is not intended to mean “one andonly one” unless explicitly so stated, but rather “one or more.”Moreover, where a phrase similar to “at least one of A, B, or C” is usedin the claims, it is intended that the phrase be interpreted to meanthat A alone may be present in an embodiment, B alone may be present inan embodiment, C alone may be present in an embodiment, or that anycombination of the elements A, B and C may be present in a singleembodiment; for example, A and B, A and C, B and C, or A and B and C.Different cross-hatching is used throughout the figures to denotedifferent parts but not necessarily to denote the same or differentmaterials.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment,” “an embodiment,”“various embodiments,” etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

In various embodiments, system program instructions or controllerinstructions may be loaded onto a tangible, non-transitory,computer-readable medium (also referred to herein as a tangible,non-transitory, memory) having instructions stored thereon that, inresponse to execution by a controller, cause the controller to performvarious operations. The term “non-transitory” is to be understood toremove only propagating transitory signals per se from the claim scopeand does not relinquish rights to all standard computer-readable mediathat are not only propagating transitory signals per se. Stated anotherway, the meaning of the term “non-transitory computer-readable medium”and “non-transitory computer-readable storage medium” should beconstrued to exclude only those types of transitory computer-readablemedia that were found by In Re Nuijten to fall outside the scope ofpatentable subject matter under 35 U.S.C. § 101.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element herein is to be construed under theprovisions of 35 U.S.C. 112(f) unless the element is expressly recitedusing the phrase “means for.” As used herein, the terms “comprises,”“comprising,” or any other variation thereof, are intended to cover anon-exclusive inclusion, such that a process, method, article, orapparatus that comprises a list of elements does not include only thoseelements but may include other elements not expressly listed or inherentto such process, method, article, or apparatus.

Finally, it should be understood that any of the above describedconcepts can be used alone or in combination with any or all of theother above described concepts. Although various embodiments have beendisclosed and described, one of ordinary skill in this art wouldrecognize that certain modifications would come within the scope of thisdisclosure. Accordingly, the description is not intended to beexhaustive or to limit the principles described or illustrated herein toany precise form. Many modifications and variations are possible inlight of the above teaching.

What is claimed is:
 1. A cargo handling system, comprising: a conveyancesurface; a first power drive unit having a first drive roller; a firstrestraint device; a sensor configured to provide positional datacorresponding to a current location of a unit load device on theconveyance surface; a first power drive unit controller configured forcommunication with the sensor, the first power drive unit controllerconfigured to selectively activate and deactivate the first drive rollerand the first restraint device based on the positional data; and asecond power drive unit and a second power drive unit controllerconfigured for communication with the sensor, the second power driveunit controller configured to selectively activate and deactivate asecond drive roller based on the positional data, wherein the firstpower drive unit controller is configured to deactivate the second driveroller based on the positional data and wherein the second power driveunit controller is configured to deactivate the first drive roller basedon the positional data.
 2. The cargo handling system of claim 1, furthercomprising a second restraint device and wherein the second power driveunit controller is configured to selectively activate and deactivate thesecond drive roller and the second restraint device based on thepositional data.
 3. The cargo handling system of claim 1, furthercomprising a wireless network configured to connect a wireless mobileoperator interface device to the first power drive unit controller. 4.The cargo handling system of claim 3, wherein the second power driveunit and the second power drive unit controller are configured forcommunication with the sensor and with the wireless mobile operatorinterface device.
 5. The cargo handling system of claim 4, wherein thewireless network comprises a wireless relay configured to connect thewireless mobile operator interface device and the first power drive unitcontroller and the second power drive unit controller.
 6. The cargohandling system of claim 5, further comprising at least one of a powerline communication bus or a controller area network bus configured toconnect the wireless relay to the first power drive unit controller andthe second power drive unit controller.
 7. The cargo handling system ofclaim 1, further comprising an alternating-to-direct current conversionmodule configured to provide a first source of direct current to thefirst power drive unit controller and the second power drive unitcontroller.
 8. The cargo handling system of claim 7, wherein thealternating-to-direct current conversion module is configured to providea second source of direct current to a wireless network.
 9. The cargohandling system of claim 7, further comprising a power and communicationinterface configured to receive maintenance data from the first powerdrive unit controller and the second power drive unit controller. 10.The cargo handling system of claim 9, wherein the power andcommunication interface is configured to receive the maintenance dataand a source of alternating current over a combined power and data bus.11. The cargo handling system of claim 10, further comprising a wirelessnetwork configured to connect a wireless mobile operator interfacedevice to the first power drive unit controller and to the second powerdrive unit controller.
 12. A system for storing and restraining cargo ona cargo deck, comprising: a conveyance surface positioned proximate thecargo deck; a plurality of power drive units, each having associatedtherewith a drive roller; a plurality of restraint devices; a sensorconfigured to provide positional data corresponding to a currentlocation of a unit load device on the conveyance surface; and aplurality of power drive unit controllers configured for communicationwith the sensor, the plurality of power drive unit controllersconfigured to selectively activate and deactivate the drive rollerassociated with each of the plurality of power drive units and theplurality of restraint devices based on the positional data, wherein theplurality of power drive unit controllers includes a first power driveunit controller and a second power drive unit controller, associated,respectively, with a first power drive unit and a second power driveunit, from among the plurality of power drive units, wherein the firstpower drive unit controller is configured to deactivate a second driveroller, associated with the second power drive unit, based on thepositional data, and wherein the second power drive unit controller isconfigured to deactivate a first drive roller, associated with the firstpower drive unit, based on the positional data.
 13. The system of claim12, further comprising a wireless network configured to connect awireless mobile operator interface device to the plurality of powerdrive unit controllers.
 14. The system of claim 13, wherein the wirelessnetwork comprises a wireless relay configured to connect the wirelessmobile operator interface device and the plurality of power drive unitcontrollers via at least one of a power line communication bus and acontroller area network bus.
 15. The system of claim 14, furthercomprising an alternating-to-direct current conversion module configuredto provide a first source of direct current to the plurality of powerdrive unit controllers and a second source of direct current to thewireless network.
 16. The system of claim 15, further comprising a powerand communication interface configured to receive maintenance data fromthe plurality of power drive unit controllers and a source ofalternating current over a combined power and data bus.